Portable engine



(No Model.)

. 3 Sheets-Sheet 1. J. H.EL WARD. Portable Engine.

No. 236,312. Pateht edJa'n. 4,1881.

(No Model.) 3 Sheets-Sheet 2.

J. H. ELWARD,

Portable Engine. No. 236,312. Patented Jan. 4,1881.

N.PEYERS, PHOTO-L|THOGRAPN ER, WASHINGTON. n c.

ATENT muee.

JOHN H. E LWVARD, OF STILLWATER, MINNESOTA.

PORTABLE ENGINE.

SPECIFICATION forming part of Letters Patent No. 236,312, dated January 4, 1881.

Application filed September 1, 1880. (No model.)

To all whom it may concern Be it known that I, JOHN H. ELWARD, of the city of 'Stillwater, in the county of Washington and State of Minnesota, have invented certain new and useful Improvements in Portable Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the. same, reference being had to the accompanying drawings, and to letters of reference marked thereon, which form a part of this specification.

Figure l is a side elevation of my improved boiler for traction-engines. Fig. 2 is a topplan view of the same. Fig. 3 is a rear-end view, some of the minor parts being removed. Fig. 4 is a vertical section, on line as :10, Fig. 2, through the smoke-returning chamber. Fig. 5 is an elevation of the side opposite to that shown in Fig. 1. Fig. 6 is a viewof the parts for shutting steam from the engine. Fig. 7 is a vertical section of the rear smoke-chamber on line so :10, Fig. 1.

A represents the boiler of the engine; B B, the draft-wheels upon which the rear end of the engine is supported, and G O the truck- Wheelsbeneath the other end.

A is a detachable platform, attached to the end of the engine at which the engineeris stationed; and A is a drivers seat, supported upon the boiler at the opposite end.

D represents a fire-flue; D, a grate, and D a bridge-wall.

E is an an ash-pan, supported immediately beneath, the fire-place at the rear end of the boiler. Theashes pass to it through an openin g beneath the fire-place. There are walls or partitions 01, arranged, as shown by dotted lines, Fig. 3, in the bottom part of the smokebox in the rear end of the boiler, to completely out off communication between the ash-pan and the smoke-stack, so that there shall be no interference with the draft through thesmokestack. The ash-pan E is inclined at the ends, so that the doors 0 a hinged at the upper edge shall, except when intentionally open, be sure to close the end of the ash-pan. When desired a scraper, E, can be easily introduced to remove ashes through either of the end doors. This pan is sufliciently large to hold the ashes for an hour or more after they have been taken from the fire-place, so as to'insurc that they shall be perfectly cool before being pushed out.

At the front end of the engine there is a rcturning-chamber, F, to conduct the products of combustion from the fire-flue to the returnflues.

F is a removable ash-box situated beneath the returning-chamber F. The opening at the bottom of the chamber, through which the materials pass to the ash-box, is provided with a hinged cover, F to which is attached the outwardlyprojecting crankf. The ash-box slides in ways, or is held by removable pins f, and when it is desired to remove it the crank f is so turned as to bring the hinged cover F down to close the opening, and the ash-box can then be removed and carried to a distance without interfering with the draft of the fire. Sliding covers have been heretofore used at the top of ash-boxes; but 1 have found them inferior to the rotating cover having an outwardly-projecting crank.

G is the smoke-stack, and H the spark-arresting pipe, arranged to carry the sparks and cinders to a reservoir, H, on the rear platform, A. The spark-pipe H is detachable and arranged to be secured tightly to the top of the smoke-stack, and to have its lower end moved laterally.

Much trouble is caused by the dashing of the water in the boilers of traction-engines while passing over rough ground or up and down hill. I obviate this by using an elongated steam-drum, I, situated substantially parallel to the boiler and communicating therewith through several pipes, I 1 l and combining therewith separate valves to close said pipes, and a dry-pipe, I 1 These pipes I l l are sufficiently long to prevent the water from dashing into the steam dome or drum, and

are situated as shown-that is, one being atin going up hill, the center and rear valves are closed and the steam is admitted through the front pipe, 1 and, on the other hand, when the front end of the engine is lower, as

in going down hill, the center and front valves are closed and steam is admitted through the rear pipe, I. \Vhen the engine is moving on level ground one or more or all of the valves may be opened, if desired. By means of a connecting-rod,liextending to the engineers platform the valves may be opened simultaneously.

I (shown in dotted lines, Fig. l) is adrypipe for additional security against the passage to the cylinder of any water that might accidentally getinto the steam dome or drum I.

Above the steam-dome there is a receivingpipe, K, communicating with the steam-drum at both ends. A connecting-pipe, K, conveys the steam from the pipe K to the steanrchest K The receiving-pipe K has a valve at or near each end, the valves being operated by cranks k k, whereby dry steam only can be taken from the steam-drum, whether the front end be higher or lower than the rear end. The valves k k may, if desired, be operated together by means of a rod, K extending to the platform A and to the drivers seat.

L represents the cylinder, which, together with the piston L, the pitman L and the crank-wheel L may be of any desired construction.

The stem of the governor is provided with one or more collars, m m.

l l are forked levers engaging with the collars m m, and arranged to thrust the stem down, so as to cutolf immediately the passage of steam to the chest, and stop the engine much sooner than can be done by the throttle. It is often necessary that this should be done with traction-engines, sometimes by the driver, sometimes by the engineer. The leversl l are pivoted to bracket-arms m m and have downwardly-piojecting arms, to which operating-rods m are connected.

Crank-wheel L rotates the main drivingshaft N, carrying at its opposite end the band or drive wheel N, and from these parts the power is communicated to the driving-wheels or draft parts of the engine. Vheel N has a conical hub, N.

0 is a spur-wheel loose on shaft N, and carrying ahollow cone, which engages with hub N \Vheel O is shifted to and from cone N by levers O and O and link 0 P is a wheel engaging with wheel 0, and carrying a pinion, P t is a sliding plate which reciprocates a stud-shaft, g. Q is a chain-wheel, Q an inner spur-wheel, and Q an outer spur-wheel, all attached concentrically to shaft q. The wheel P is between wheels Q and Q and the latter may be alternately engaged therewith. The plate It is moved toward and from wheel I in any desired manner.

S is a chain-wheel connected with the driving-wheel B, and S is a chain for driving the same. Under some circumstances a countershaft is used in rear of the axis of the drivewheel, as shown at T A Fig. 5.

V represents the exhaust-pipe carrying the steam from the cylinder to the smoke-stack.

The water in some regions is strongly alkaline, and therefore foams a great deal in boilers of the character described, and as a result much of it is carried to the smokestack through the exhaustpipe, and there wets the ashes and causes them to clog the stack and the screen at the top. I have succeeded in obviating this by combining with the exhaustpipe a drip-pipe, V, by which the water can be easily withdrawn from the exhaustgpipe before it passes into the smokc'stack.

v is a stop-cock combined with the waterpipe V in the smoke-stack.

The exhaust-steam is turned directly into the pipe H, and forces the sparks, ashes, &c., directly into said pipe, and through it to the water-reservoir H. In this way I prevent the sparks from carrying tire to the stack or buildings in the neighborhood of the engine.

I do not herein desire to make any claims for whatever improvements in traction devices I may have shown, or any claims for the peculiar arrangement of the fire-flue and the return-tines relative to each other and to the boiler, as I prefer to make these the subjectsmatter of other applications which I have filed.

\Vhat I claim is I. In a portable engine, the combination, with the cylinder, the steam-chest, and the boiler, of an intermediate steam-receptacle, several intermediate pipes connecting said steam-receptacle with the boiler, and separate valves for the pipes, respectively, to close them, substantially as set forth.

2. In a portable engine, the combination, with the cylinder, the steam-chest, the boiler, and an intermediate steam-receptacle, of a receiving-pipe which conveys steam from said receptacle to the steamchest, and communicates with the receptacle at two or more points, substantially as set forth.

In a portable engine, the combination, with the cylinder, the steam-chest, the boiler, an intermediate steam-receptacle, and a receiving-pipe communicating with the intermediate steam-receptacle at two or more points, of separate valves arranged to close the entrances of said pipes independently of each other, substantially as set forth.

4. In a portable engine, the combination, with the cylinder, the steam-chest, the boiler, and a governor having a reciprocating stem, of the levers l l, loosely connected to the stem of the governor, and arranged to close the steam passage, substantially as set forth.

In a portable engine, the combination, with the cylinder, the steam-chest, and the exhaust-pipe V, of the supplemental pipe V, communicatii'ig with the exhaust-pipe, and provided with a stop-cock, o, whereby the water of condensation can be withdrawn after it has entered the exhaust-pipe, substantially as set forth.

TIS

6. In a portable engine, the combination of the fire-flue D, the return-fines d, the front smoke-box, F, arranged to receive the products of combustion and carry them upward to' the return-tines, the tight ash-vessel F, adapted to be removed entirely from the boiler, and the rotating door F provided with an out-' \vardly-projectin g handle, fl, and arranged to close the opening left by withdrawing the ash-box, substantially as set forth.

7. In a portable engine, the combination, Withthe oiler, the smoke-stack, and the smokechamberat the end of the boiler beneath the JOHN H. EDWARD.

Witnesses H. J. CHAMBERS, AUG. F. SANFTENBERG. 

